Sorry -- I've seen a stroker kit retaining the stock b18 bore. I've also seen 2L retainig stock stroke b18 (approx) but with bore work.

I understand now that the main reason is to create a 2.2L engine race application. Was just thinking how much torque that 2L stroker would deliver (as opposed to stock stroke and over-bore). Apparently it massively increases ring wear due to increased stroke & limits RPM (thus why the CRVTEC combination is favoured, even over the 2.2L, even in some race applications including drag).

I've got the flow chart for the head, I'll upload it tonight. Quoted from Joe Alaniz:

In our dyno testing our Competition Head performed better through the entire RPM range as compared to the Street Master. The Competition Head work has a good "clean up" on the intake side for good port velocity while the exhaust has plenty of work so flow dosnt choke up.

The one thing that did make a big diffrence and a good RPM curve was camshaft selection with good Vtec point.

All B18C N/A road race engines I have built make aobut 217-220HP @8200 rpm's dynojet model 248.

I'm really struggling now which way to go.. The head is great value and hate to see it go to waste however as pointed out I'm just not ready for it (well, considering the gain I'd see in any case). If I don't get this, is anyone else interested in a serious head? Esp. you guys with the B20's already?

Geez --- this whole process is pretty stressful! lol decisions decisions.